Antifriction-bearing for railway-cars and the like.



S. WOODS.

ANTIFRIOTION BEARING FOE RAILWAY CARS AND THE LRKB.

APPLICATION FILED FEB 24 1965.

Patented Feb. 16, 1909.

3 SHEETS-SHEET 1 L. S. WOODS.

ANTIFRICTION BEARING FGR RAILWAY CARS AND THE LIKE.

APPLIGATIUN FILE]; 24. was

912,5 19, Patented Feb. 16, 1909 B SHEETS--BHEET 2.

(1? O O' u/ a? GE L U f i 15 @mfimy: L a? i l'werzibr 9 3 W. Eda/m1 5- (Lbadd E. S. WODDS. ANTIFRIC-TION BEARING FOB. RAKLWAY CARS AND THE LIKE APPLICATION TILED FEB, 24 1908 912,519, Patented Feb, 18, 1909 3 SHEfiEW- SHEILT 3,

Jfimsnflbr- [dwmmmny z'g/ ,wiwv w UNI EDWIN S. WOODS, OF GHIOAGQ, ILLINOIS.

ANTIFRICTION-BEARIN G FOR RAILWAY-(JARS AND THE LIKE.

Specification of Letters Patent.

Patented Feb. 16, 1809.

Application filed February 24, 1908. Serial No. 417,276.

fl '0 will whom 'it may concern:

Be it known that I, EDWIN S. VVooos, a

c tizen oi the United States, and a resident of 1 Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Antifriction-Bearings for Railway-Cars and the Like; and I do hereby declare that the following is a full, clear, and exact description thereof, refer-- enee being had to the accom anying drawings, and to the letters of re erence marked thereon, which form a part of this specification.

This invention relates to improvements in antifriction bearings for railway cars and the invention consists in the matters hereinafter set for th and more particularly pointed out in the appended claims.

My improvements are herein shown as applied to side bearings for rail y cars designed to be interposed between the truck and body bolsters of railway cars, but may be a plied in other locations where adapted.

T 1e present invention relates to means for returning the antifriction element or roller to a position of rest in the carrier when free from its upper and lower bearings, and to a novel wear plate which is arranged to reinforce the casing or arrier and to also serve as means to lock the antifriction element or roller in large. '4

In the rawingsz- Fignre 1 is a'longitudinal vertical section of a railway ear side bearing embodying my invention. Fig. 2 is a horizontal section of the casing, taken on line 2--2 of Fig. 1, showing the roller in place. Fig. 3 a transverse vertical section of the casing showing the roller iii-place. Fi 4 is a vtransverse vertical Srt'iiOTA of the casing with the roller removed. Fig. .1 is an end view of the bearing. Fig. 6 is a perspec tive View of the wear plate. Fig. 7 is a transverse, ertical view showing a modified form of the casing. Fig. 8 is a fragmentary horizontal view, showing a modification of the arrangement for centering the antifriction member or otherwise retnrningit to a position of rest. Fig.9 is a fragmentary trans verse, vertical section of the casing shown in Fig. 8, showing the modified form of the antifriction member trunnion. Fig. 10 is a longitudinal vertical section showing another form of easing or carrier. Fig. 11 is i a top plan view thereof, partially broken away. Fig. 12 is a transverse vertical section of the bearing shown in Figs. 10 and 11.. First referring to the construction shown in Figs. 1.to.ti, inclusive, of the drawings, A i designates, as a whole, the bearing casing or 1' carrier comprising an elongated casting havl mg a horizontal top wall a and integral side walls a a between which side walls is formed a bearing chamber, and B designates an antifriction bearing member located in said chamber, said bearing member comprising, as her in shown, a cylindrie roller provided with end hearings or trunnions b. The up per wall of the casing is provided with laterally' extending lugs a which are apertured for the passage of bolts by which the bearing piece is fixed to the body bolster of a railway car, and said lugs are joined to the side walls of the casing by strengthening ribs a C designates a wear-plate or upper hearing member which is made separate from and removably fixed in the casing, and is formed with a downwardly facing track or treadway c. Said wear-plate is preferably made of steel while the casing itself may consist of a malleable casting. The wearplate is of special construction, as will hereinafter appear. The side walls of the easing or carrier are provided at their lower margins with inwardly extending tracks A. A which are horizontal or substantially so, and upon which the trunnions b b of the roller are adapted to rest and roll when the roller is out of contact with the upper and lower bearing surfaces 0 and D, respectively, the latter indicating the usual upwardly fncing bearing plate fixed to the car bolster and furnishing" the lower treadway for the roller. I The said roller is vertically movable relatively to the traeks, as well as longitudinally thereof, as is common in this type of bearing, the parts being so arranged that when the roller is engaged with the upper and lower bearing surfaces the trunnions are lifted oil the tracks, but are supported on said tracks when the upper and lower bearing members are separated.

One feature of the invention resides in providing novel means for centering the roller between the limits of its horizontal rolling movement, or otherwise bringing it to rest in a given position in the casing, when to their inner ends.

correspond with the inc free from the up er and lower bearing surfaces, thus not ing tendency of unequal wear on the roller and bearing surfaces. This feature of my invention embraces the following construction: horizontally from each other so as to spaced at a greater distance from each other in certain parts of their length than at other parts thereof, and the trunnions, which are ada ted to rest and roll on said tracks, are ma e of varying diameter from their outer 7, inclusive, and in Figs. 10 to 12 inclusive, said tracks diverge from the ends towards the centers thereof, they being spaced a reater distance apart at their centers, as indicated at a, than at their ends. When the tracks are so arranged the end bearin s or trunnions b of the roller decrease in iameter towards their outer ends, said trunnions being herein shown as madeconical. By reason of the horizontal divergence of the tracks and of the reduction in diameter of the end bearings or trunnions from the inner to the outer ends thereof, the tendency of the roller, when free from contact with the upper and lower bearing surfaces, and with the trunnions therefor resting on said tracks is to roll towards the longitudinal center oi the-casin under the action of gravity of the roller. This tendency of the roller to center itself in the casing or carrier will be made plain by a consideration of points of contact of the trunnions with the tracks gradually approach the smaller diameter of the trunnions as the trunnionsroll gradually to the parts of the track anges which are most widelseparated, thus radually lowering the roler, it being broug it to rest in its lowermost position. the upper and lower bearings se arate and the trunnions or end bearin s o the roller drop down on the horizonta tracks at one side or the other of the ion itudinal centers of said tracks, the roller will automatically, center itself in the casing or carrier and remainv in such position until the upper and lower bearing surfaces are brought into contact with the roller and thereby lift the trunnions off of said tracks. new oints of contact of the roller are presente to the upper and lower bearing surfaces and unequal wearing! of the roller and bearing surfaces is avoide The upper faces of the track flanges may be inclined downward] and inwardly to ination' of the contrunnions so as to provide a suitably wide bearing of the trunnions on said flanges, as indicated in Figsyl, 2, 3. and 4. This inclination of the upper faces of the tracks, however, is not essential to the proper centerin of the roller or antifriction member and if desired, the upper faces of said flanges may be made horizontal ical end hearings or The tracks diverge e As shown in Figs. 1 to.

the fact that the' Thus when In this manner 8 and 9 to provide space laring the rollers to rest at other parts throughout their width, as indicated in Fig. 7. In this latter construction the contact faces of the trunnions rest on the upper inner corners of said tracks which are parallel throughout their length with thebearing surface 0 of the wear-plate. Likewise in the constructions where the upper faces of the tracks are transversely inclined, said faces are located the same distance from the upper bearing surface throughout their length.

In the construction shown in Figs. 8 and 9 the roller or antifriction member is centered in the casing by an arrangement of the tracks and trunnions the reverse of that shown in Figs. 1 to 7, inclusive. As shown in said Figs. 8 and 9 the tracks A diverge from their centers toward their outer ends and the trunnions b are made of i-ncreasin diameter from their inner to their outer en s. In this arrangement, the roller is brought to rest by gravity with the smaller inner ends thereof engaging the parts of the tracks closest to each other, or at their lon itudinal centers. Said tracks A are recessed laterally outside their hearing faces, as shown at a in Figs.- for the larger ends; of the trunnions b. Obviously, the.divergence of the shape of the trunnions may be arranged to of the the end thereof.

casing, as at rovided at its sides The wearlate C is with vertical flan es C which lie vflat against the inner aces of the side walls a} of'the' casin or carrier and constitute linings forsai side walls which'protect said si e walls from bearing. contact with the ends of the. roller.

By reason of the provision of the depending; side flanges 'of the wear-plate I am enable togreatly ncrease the stren h of the casing, as a w ole, while making t e cast portion thereof relatively light. The said wear-plate nay be fastened to the casing in anysuitable manner and, as herein shown, is fixed in place by means of countersunk rivets a whichextend vertically through-apertures c in the wear-plate and through registering apertures in the top wallof the casing or carriage. g

In addition to the depending side flanges of the wear-plate I may provide said plate with curved end portions C which are so shaped and located as to serve asstops to limit the travel of the roller and thus avo d throwing the work of arresting saidroller on the trunnions. The said curved stop portions may be omitted, as shown in Fig. ends of the wear-plates terminating in that construction at the ends of the top wall a of the casing. In such construction the re p is arrested at the end of its travel by lugs A extending upwardly from and integral with the ends of the traclts;v Such lugs A are also provided in the construction shown in ller insane Figs] to 5, inclusive, and may serve as end stops for the roller if a flat wear-plate be emlployed.

may omit the end walls of the casing or carrier, usually provided, and arrange the parts so that the roller 0! bearing member may be inserted into said casing through the open end thereof before the wear plate is inserted into the casing,'and I may alsoarrange said wear plate and casing in such manner that when the wear plate is inserted in place serves as a means for locking the roller in the casing.

' In theconstruciion shown in Figs. 1 to 5, inclusive, the roller is free to be inserted into the roller chamber through the open end of the casing when the wear plateis removed.

After the roller has been inserted into the sembled the wear plate prevents removal of casing and. is dropped down with its trunnions resting on the tracks it IS moved to one end of the casing and the wear plate is inserted into place between the roller and the upper wall of the casing and fastened in place by the 1-1 vets c or other suitable fastenmg devices. When the parts are thus asthe roller so long as the wear plate is in place, the curved end stop portions C of the plate closing the end of the casing against removal of the roller.

in the construction shown in Fig. 7, the distance between the upper sides of said lugs A and the lower face of the upper wall of-the casing or carrier, when the wear plate C therein shown is removed, is such that the roller maybe inserted into the open end of the casing, the-trunnions or end bearings at this time passing over thetops of sald lugs. When said trunnions' or'end bearings pass the lugs they drop downwardly into contact with the tracks below the level of said upper ends of the lugs. Thereafter'thc wear plate -is inserted into the casing and.

lived therein by means of rivets or other suitable fastening devices. \Vhen said wear plate is thus fixed in place, the distance between the lower or bcarin face a of the wear plate and the upper .fiices of the lugs A is less than the distance between the,upper side .of the roller and the lower sides of the truunions or end bearings, so that at this time the roller can notberemoved.

The arrangement describcd'atiords a sim ple and effective means for locking'the roller or antifriction member in place and avoids the necessity of providing the tracks or other parts of the casing with recesses through which the trunnions may pass as the roller rier.

anti-friction element is introduced through the open end of the carrier and whereby it is locked from displacement in the casing or carrier is not herein claimed, but is claimed in my application filedon the 6th day of January, 1909, Serial No. 470,982.

ln-the construction shown in Fig. 7 the track flanges A are provided at their lower inner corners with longitudinally arranged flan es or ribs a which extend inwardly be yon said flanges toward the ends ofthe roller, but terminate short thereof. Said eX- tensions a, lying closely adjacent, as they do, to the ends of the roller, avoid twisting of the roller in the casing about an axis transverse to its axis of rotation, thus avoiding binding or wedging of the roller in the casing. In this construction the end faces of the roller incline toward each other from the center to the circumference of the roller, and the side flanges C" of the wear plate C are correspondingly inclined and are located closely adjacent to the ends of the roller.

In Figs. l0, l1 and 12 I have shown the wear plate C applied to a form of casing or carrier A which is provided with end walls a and side wallsa and in which the top wall of the casing is omitted. The tracks Aof said casing and the roller B are made like the same parts of the construction shown in Figs. 1 to 5, inclusive, and bear like reference characters. In the construction shown insaid Figs. 10, 11 and 12 the roller and wear plate are inserted into the casing through the open top thereof. The distance between the side walls of the casing A is such as to permit the roller to be inserted into the casing without the necezsity of providing vertical notches in said walls for the passage of said trunnions, asclearly indicated in Fig. 12. The wear plate C is held 'in said casing; in this instance between the bolster E, to which the casing is attached, and upwardly facing shoulders a on the inner sides of the end walls of the casing, said shoulders engaging the lower ends of the curvedstop portions 0 of the ,wear plate.

In each of the forms of bearingshown the casing or carrier is made of a width greater than. the distance between the'ends of the trunnions so that the roller or antifriction member may be inserted into the casing without the necessity of providing notches or recesses through which the trunnions may pass when inserted into the casing or car- It will also be observed that the side flanges of the wear-plate are fitted so closely to'the ends of the roller or antifriction member above said trunnions as to prevent said roller twisting in the casing or carrier in a manner to bind or become locked therein. This arrangement of the parts also greatly simplifies the casting of the casing' or carrier as compared to a construction wherein the casing or carrier is thickened in its side 'loearina surface throughout their length and walls above the tracks in a manner to pro- 1 vide between said thickened portions and the tracks, channels to receive said trnnnions oi the antifriction member.

I claim as my invention 1 1. In an antitrietion bearing a. carrier provided with tracks which diverge from each other and an antifriction element having trunnions of variable diameter from their inner to their outer ends and adapted for engagement with said tracks.

2. An anitfriction bearing comprising a carrier provided with tracks and an antifriction roller in said carrier provided. with trnnnions adapted to engage said tracks, said tracks diverging from each other, and the trunnions being made of variable diameter from their inner to their outer ends.

3. An antifriction bearing comprising a carrier, having an upper track and lower tracks which diverge from each other, and a roller in said carrier provided. with trun' nions having variable diameter from their inner to their outer ends and adapted to engage said lower tracks.

4. An antifriction bearing comprising a carrier provided with tracks which diverge from each other, and an antifriction roller in said carrier provided with conical truir nions adapted to engage said tracks.

5. An antii'riction bearing com )rising a carrier provided with tracks which diverge from each (Alien-and an antifriction roller in said carrier provided with conical 'trun nions adapted to enga e said tracks, said tracks being transverse y inclined on their upper faces to engage the conical trunriions.

6. An antifriction bearing comprising a carrier ha ring an upper bearing surface and rovided withhorizontally separated tracks ocated at the same distance fromsaid upper laterally diverging from each other, and an antifrictionroller in said carrier provided I with conical trunnions adapted to engage said tracks.

7. An antifriction beariru comprising up per and lower members and an antifriction element interposed between the same and provided with oppositely extending trunnions made of variable diameter from their inner to their outer ends, there being tracks on one of said bearing members ada'r ed to be engaged by said trnnnions ttl tracks diverging from each other for the purpose set forth.

8. An antit'riction bearing comprising a carrier provided with tracks, and an antitriction roller in said carrier provided with conical trnnnions adapted to engage said tracks, said tracks diverging from each other, there being longitudinal flanges extending horizontally inwardly from said tracks and terminating short of the end faces of said roller.

9. An antifriction bearing comprising a carrier provided with tracks, an antifriction member in said carrier provided with trunnions which engage said tracks, and a Wearplate in the carrier comprising a horizontal tread portion p ovided with side flanges lying against the inner faces of the side walls of the carrier.

10. An antifriction bearing comprising a carrier provided with tracks. an antifriction memberin said carrier provided with trunnions which engage said tracks, and a wearplate in the carrier com rising a tread portion provided with side anges and provided also with curved end portions adapted for contact with said antifriction member to limit its movementcndwise of the casing or carrier.

11. An antifriction bearing comprising a carrier having side walls and provided on its side walls with tracks, an antifriction element in said carrier provided with trunni-ons adapted to engage said tracks, said .side walls being spaced apart a distance greater than the distance between the ends of said trunnions and a wear-plate in the carrier comprising a tread 'POI'llOl'l and side flange ortions which fit against the side walls a ove said trunnions, said flanges preventing twisting of the antifriction member in the carrier.

In testimony, that I claim the foregoing as my invention I aflix my signature in the resence of two witnesses, this 17th day of ebruary A. D. 1908.

EDWIN S. WOODS. \Vitnesses \ViLniAM Li I'IALL, Gnonon R. VILKINS. 

